Charge air cooler having refrigerant coils and method for cooling charge air

ABSTRACT

An apparatus and a method for cooling charge air, comprising the steps of cooling at least one cooling agent conduit with a cooling agent (Step  401 ), flowing thermally charged air through a plurality of charge air conduits positioned in proximity to said at least one cooling agent conduit (Step  402 ), circulating ambient air to contact said cooled at least one cooling agent conduit whereby said ambient air is cooled (Step  403 ), and circulating said cooled ambient air to contact said plurality of charge air conduits whereby said plurality of charge air cooler conduits are cooled further cooling said thermally charged air present within (Step  404 ).

This application claims the benefit of U.S. Provisional Application60/620,166 filed Oct. 19, 2004.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention generally relates an intercooler for manifoldintake air. More particularly compressed charge air from a turbochargedor supercharged engine flows through charge air cooling conduits thatare cooled by an ambient air stream that has been cooled by passingaround and contacting a refrigerant conduit prior to passing around andcontacting the charge air cooling conduits.

2. Discussion of Related Art

Methods of increasing the air or air/fuel mixture density of an engineby increasing the pressure of the intake air stream prior to itsentering the engine cylinder can be referred to as “turbocharging” and“supercharging”. A relatively simple and advantageous method ofincreasing the power generated by the engine is to increase the densityof air in the cylinder. Supercharging generally means that the airintake compressor is powered by coupling it to the engine via a belt,chain, etc. Turbocharging commonly means that the engine exhaust streampowers the air intake compressor. Turbocharging is favored oversupercharging because current designs are more efficient at harvestingthe energy in the exhaust stream. This increased efficiency means thatwithout a significant decrease in fuel economy, turbocharging permits anincrease in the engine power output. Charged air means air that iscompressed by either a turbocharger or a supercharger.

Since pressure is directly related to heat, as the charger increases thepressure of the intake air stream the charger also increases the intakeair stream temperature. Cooler air can be more densely packed so bycooling the intake air stream an additional increase in the intake airstream pressure is further permitted. This additional cooling isgenerally accomplished through the use of an intercooler.

A basic intercooler would comprise incorporating a heat exchanger intothe air stream between the charger and the engine intake manifold. Sucha heat exchanger can utilize fins, coils, or a combination thereof toincrease the rate at which heat is absorbed and re-radiated into theambient environment. Even if the placement of the heat exchanger isoptimized the ambient air temperature as well as the temperature at theair intake point are uncontrollable variables.

Prior art in this field illustrates intercoolers that are located in theintake air stream between the charger and the combustion chamber wherethe intercooler contains a heat exchanger that is cooled by thevehicle's air conditioning system. Although this design permitsreasonably uniform cooling of the intake air stream, the need formaximum cooling of the intake air stream and the passenger compartmentare most likely to occur simultaneously. This has the effect ofsignificantly reducing engine efficiency and erasing power gains from acharger/engine combination. Additionally, failure of the airconditioning system, charger, or engine can result.

From the inception of the age of manufactured motor vehicles, motorvehicles have been increasing in intricacy. With each successive modelyear the number of features that contribute to vehicle performance,vehicle safety, and operator comfort increases. Features that were onceoptional are increasingly becoming standard features. Following thistrend is a reduction in the amount of space in the engine compartment.

An intercooler is a simple and relatively inexpensive component whencompared to a turbocharger or supercharger. Accordingly, using anintercooler would generally be easy to justify because its addition tothe operating efficiency of a charger is greater than its size, weight,operation, and expense. Although basic intercoolers appear on manyturbocharged vehicles, improved intercoolers have not been utilized forproduction vehicles. This is due to the fact that the intercooler'ssize, weight, operation, and expense as compared to using a basicintercooler or no intercooler at all outweigh any improvement to vehicleperformance. Thus a need exists for a charge air cooler that is compactand functional no matter where it is mounted in the engine compartment.A further need exists for an improved charge air cooler design that isinexpensive and small, yet still capable of increasing the efficiency ofa charger.

SUMMARY OF THE INVENTION

An object of the present invention is to provide an inexpensiveefficient solution to the problem of cooling compressed charged air thatemanates from a compression device, such as turbocharger orsupercharger.

Another object of the present invention is an intercooler adaptable to avariety of engine sizes and configurations that is capable ofefficiently cooling the air intake from a compression device.

Another object of the invention is to construct an inexpensive efficientintercooler by modifying such as by cutting and splicing, refrigerantcoils that are commonly found within air conditioning units or similardevices, the modified coils being adapted to be utilized as charge airconduits and cooling agent conduits within the intercooler.

A further object of the invention is a method of cooling compressedthermally densified air emanating from a compression device includingthe steps of directing the compressed, thermally densified air intocharge air conduits, cooling an ambient air stream by directing the airstream around while contacting at least one cooling agent conduit,directing the cooled ambient air stream around and contacting the chargeair conduits, and directing the cooled charge air to a receivingcombustion device, such as an engine.

BRIEF DESCRIPTION OF THE DRAWINGS

Preferred embodiments of the present invention will be described belowin more detail, with reference to the accompanying drawings:

FIG. 1 is a schematic front view representation of a charge air cooleraccording to an embodiment of the present invention;

FIGS. 2 a, 2 b, 2 c, and 2 d are schematic side view representations ofa charge air cooler according to an embodiment of the present invention;

FIG. 3 is a schematic front view representation of a charge air cooleraccording to an embodiment of the present invention; and

FIG. 4 is a flow chart of a method for cooling charge air according toan embodiment of the present invention.

DETAILED DESCRIPTION

According to an embodiment of the present invention, a charge air coolerand method for cooling manifold intake air that emanates from aturbocharged or supercharged engine, by directing the flow of charge airthrough charge air conduits that are cooled by an ambient air streamthat has been dynamically cooled by passing around and contacting atleast one refrigerant conduit prior to being directed around andcontacting the charge air conduits.

Referring to FIG. 1 which illustrates a schematic front view of aconstruction of a charge air cooler according to an embodiment of thepresent invention, at least one cooling agent conduit 101 such as a tubeor modified refrigeration coil, having an supply connector 102 on asupply end 103 and a return connector 104 on a return end 105 is mountedlaterally between an intake housing support member 106 positioned withinan intake housing 107, and an exhaust housing support member 108positioned within an exhaust housing 109. In a preferred embodimentaccording to the present invention, the at least one cooling agentconduit is thermally conductive. Thermally conductive means that it iscapable of at least one of heat transfer and cold transfer. In apreferred embodiment according to the present invention, the supply end103 of the at least one cooling agent conduit extends through a top sideof the exhaust housing 109, the return end 105 of the at least onecooling agent conduit continues laterally in a direction opposite tosaid supply end 103 through the top side of the exhaust housing supportmember 108 extending laterally across the front of the air charge coolerto a top side of the intake housing support member, passing through theintake housing support member forming a semi-circular bend 110 withinthe intake housing 107, again passing through the intake housing supportmember 106 continuing laterally to the exhaust housing support member108 passing through the exhaust housing support member 108 forming asemi-circular bend within the exhaust housing 109 and again passingthrough the exhaust housing support 108 member. When an optimum numberof coils of the at least one cooling agent conduit have been configuredsaid return end 105 of the at least one cooling agent conduit 101 exitsthrough the exhaust housing support member 108 continuing through abottom side of the exhaust housing 109 opposite from where the supplyend 103 of the at least one cooling agent conduit 101 exits the exhausthousing 109. According to another embodiment of the present inventionthe at least one cooling agent conduit does not have to be coiled butcan be constructed for example as a straight line, multiple straightlines, and grids, however other cooling agent conduit formations can beused.

Referring to FIGS. 2 a, 2 b, 2 c, and 2 d which illustrate schematicside views of a construction of a charge air cooler according to anembodiment of the present invention, positioned in proximity to the atleast one cooling agent conduit 201 are a plurality of charge airconduits 202 for example tubes, having an open intake end 203 and anopen exhaust end 204. In an embodiment according to the presentinvention, the plurality of charge air conduits is thermally conductive.The plurality of charge air conduits 202 are mounted laterally betweenthe intake support member 205 and the exhaust support member 206 withthe open intake end 203 and the open exhaust end 204 being exposed to aninside of the intake housing and the exhaust housing respectively. Theplurality of charge air conduits 202 are positioned adjacent to the atleast one cooling agent conduit 201. In another embodiment of thepresent invention the cooling agent conduit can be intertwined andinterspersed among the charge air conduits. In yet another embodiment ofthe present invention a plurality of cooling agent conduits can beutilized and the plurality of cooling agent conduits can be intertwinedand interspersed among the charge air conduits. Intake housing 207 isfixed onto intake support member 205 and exhaust housing 208 is fixedonto exhaust housing support member 206. Charge air flows into intakehousing 207 through the plurality of charge air conduits 202 and exitsfrom the exhaust housing 208.

Referring to FIG. 3 which illustrates a schematic front view of aconstruction of a charge air cooler according to an embodiment of thepresent invention, positioned between the intake housing 301 and theexhaust housing 302 and longitudinal to the plurality of charge airconduits 303 and at least one air cooling conduit 304 are a plurality ofairflow fins 305. In an embodiment according to the present invention,the plurality of airflow fins is thermally conductive. The plurality ofairflow fins 305 are spaced apart at a distance to optimally directambient airflow to enter a front side of the charge air cooler, furtherdirecting the ambient airflow to contact the at least one cooling agentconduit, further directing the ambient airflow to contact the pluralityof charge air conduits, and further directing the ambient air flow toexit a backside of the charge air cooler. The airflow fins can beconstructed whereby the plurality of airflow fins extend from the frontside of the charge air cooler to the backside of the charge air cooler,however other airflow fin configurations can be used. In anotherembodiment of the present invention the airflow fins can be replacedwith another airflow direction device such as a conduit.

In a preferred embodiment according to the present invention a firstprotective shroud member 306 envelopes a top portion of the cooling finsextends laterally from the intake housing 301 to the exhaust housing 302prevents damage to the top portion of the plurality of airflow fins, anda second protective shroud member 307 envelopes a bottom portion of theairflow fins extends laterally from the intake housing 301 to theexhaust housing 302 prevents damage to the bottom portion of theplurality of airflow fins. However, either or both protective shroudscan be omitted.

The supply connector and the return connector of the at least onecooling conduit are connected to a refrigerant system such as an airconditioning system of an automobile, however a refrigerant systemindependent of an air conditioner system can also be used. Additionallyaccording to an embodiment of the present invention the refrigerantsystem can also be made a part of the charge air cooler itself wherebythe charge air cooler is completely self-contained.

The intake housing neck can be connected directly to a compressed chargeair source however the intake housing neck can also be indirectlyconnected to a compressed charge air source. The exhaust housing neck isconnected directly to an air intake of combustion equipment for examplean engine and motor, however the exhaust housing neck can also beindirectly connected to the air intake of combustion equipment.

During operation of the charge air cooler, refrigerant flows from therefrigerant system into the supply end of the at least one cooling agentconduit to the return end of the at least one cooling agent conduitreturning to the refrigerant system. Compressed charge air from thecompressed charge air source, flows into the intake housing, into theintake ends of the plurality of charge air conduits, through theplurality of charge air conduits exiting through the exhaust end of thecharge air conduits into the exhaust housing, and then exits the chargeair cooler.

When a charge air cooler according to the present invention ispositioned in front of a vehicle and the vehicle begins to move in aforward motion, ambient air circulates by flowing into the front side ofthe charge air cooler in between the airflow fins, contacting the atleast one cooling agent conduit whereby the ambient airflow is cooled.The cooled ambient airflow further circulates to contact and cool theplurality of charge air conduits whereby the charge air present withinis advantageously cooled. The cooled ambient air then exits through thebackside of the charge air cooler. The airflow fins can be constructedfrom materials that further aid the thermal exchange between the ambientairflow and at least one cooling agent conduit, and further aid thermalexchange between the cooled ambient airflow and the plurality of chargeair conduits, by positioning the airflow fins to be in direct contactwith the at least one cooling agent conduit and the plurality of chargeair conduits. According to another embodiment of the present invention,ambient air can be introduced into the air charge cooler by use of anair-circulating device, for example a fan.

Referring to FIG. 4 which illustrates a block diagram of a method forcooling charge air according to an embodiment of the present invention.A cooling agent is introduced into at least one cooling agent conduitwhereby said at least one cooling agent conduit is cooled (Step 401).Thermally charged air is introduced into a plurality of charge airconduits positioned in proximity to said at least one cooling agentconduit (Step 402). Ambient air is circulated to contact said cooled atleast one cooling agent conduit whereby said ambient air is cooled (Step403). The cooled ambient air is circulated to contact said plurality ofcharge air conduits whereby said plurality of charge air cooler conduitsare cooled further cooling said thermally charged air present within(Step 404).

Having described embodiments for an apparatus and a method for coolingcharge air, it is noted that modifications and variations can be made bypersons skilled in the art in light of the above teachings. It istherefore to be understood that changes may be made in the particularembodiments of the invention disclosed which are within the scope andspirit of the invention as defined by the appended claims.

1) A method for cooling charge air comprising the steps of: Cooling atleast one cooling agent conduit with a cooling agent, Circulatingthermally charged air through a plurality of charge air conduitspositioned in proximity to said at least one cooling agent conduit,Circulating ambient air to contact said cooled at least one coolingagent conduit whereby said ambient air is cooled, and Circulating saidcooled ambient air to contact said plurality of charge air conduitswhereby said plurality of charge air cooler conduits are cooled furthercooling said thermally charged air present within. 2) The method ofclaim 1, wherein the step of circulating ambient air includescirculating ambient air with a plurality of airflow fins positioned incontact with said at least one cooling agent conduit and said pluralityof charge air conduits. 3) The method of claim 2, wherein said pluralityof airflow fins provide at least one of heat transfer and cold transfer.4) The method of claim 3, wherein said plurality of airflow fins arethermally conductive. 5) The method of claim 1, wherein at least one ofsaid at least one cooling agent conduit and said plurality of charge airconduits are thermally conductive. 6) The method of claim 1, wherein thestep of circulating ambient air includes circulating ambient air with anair circulation device. 7) The method of claim 6, wherein saidcirculation device includes at least one of a fan, compressed air. 8)The method of claim 1, further comprising the step of supplying acooling agent from a refrigerant system. 9) The method of claim 8,wherein said refrigerant system includes at least one of an automobileair conditioning system, a self-contained refrigerant system. 10) Themethod of claim 1, further comprising the step of directing said cooledthermally charge air into a combustion device. 11) The method of claim10, wherein said combustion device includes at least one of anautomobile engine, an airplane engine, a motorcycle engine, a boatengine, a ship engine, a rocket, a turbine, a manufacturing engine. 12)The method of claim 1, further comprising the step of modifying arefrigeration coil unit to construct at least one of said at least onecooling agent conduit and said plurality of charge air conduits. 13) Themethod of claim 12, wherein said refrigeration coil includes at leastone of a new refrigeration coil unit, a remanufactured refrigerationcoil unit, a refrigerator refrigeration coil unit, an air conditionerrefrigerator coil unit, a used refrigerator coil unit. 14) The method ofclaim 12, wherein said step of modifying a refrigeration coil unitfurther includes cutting and splicing coils within said refrigerationcoil unit to form said at least one cooling agent conduit and saidplurality of charge air conduits. 15) A charge air apparatus for coolingcharge air comprising: an intake housing for receiving thermally chargedair, an exhaust housing for exhausting cooled said thermally chargedair, at least one cooling agent conduit for cooling ambient air having asupply end and a return end for connection to a refrigerant system, saidat least one cooling agent conduit being mounted laterally between saidintake housing and said exhaust housing, and a plurality of charge airconduits for cooling said thermally charged air, each having an intakeend and an exhaust end, said intake end of each of said plurality ofcharge air conduits being mounted to said intake housing and saidexhaust end of each of said plurality of charge air conduits beingmounted to said exhaust housing, said plurality of charge air conduitsfurther being mounted laterally and in proximity to said at least onecooling agent conduit. 16) The charge air apparatus of claim 15, whereinsaid refrigerant system includes at least one of an automobile airconditioning system and a self-contained refrigerant system. 17) Thecharge air apparatus of claim 15, wherein at least one of said at leastone cooling agent conduit and said plurality of charge air conduits arethermally conductive. 18) The charge air apparatus of claim 15, furthercomprising a plurality of airflow fins spaced apart for directingambient air flow, each of said plurality of airflow fins having a firstend and a second end, wherein said plurality of airflow fins contactsaid at least one air cooling conduit and said plurality of charge airconduits, being positioned longitudinally and in between said intakehousing and said exhaust housing. 19) The charge air apparatus of claim18, wherein said plurality of airflow fins provide at least one of heattransfer and cold transfer. 20) The charge air apparatus of claim 15,further comprising a first protective shroud and a second protectiveshroud for protecting said plurality of airflow fins from damage, saidfirst protective shroud encompassing said first end of each of saidplurality of airflow fins and being positioned laterally and affixed toand in between said intake housing and said exhaust housing, and saidsecond protective shroud encompassing said second end of each of saidplurality of airflow fins being positioned laterally and affixed to andin between said intake housing and said exhaust housing.